Tesla Model Y vs Isuzu MU-X

What's the difference?

If you like the five-seat Model Y, then you'll like the six-seat L version even more. I think this the best example of Tesla's electric SUV to date, and the cabin layout just makes a lot of sense, and would suit plenty of families who don't need to squeeze someone into a compromised middle seat.

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

The MU-X has plenty of appeal as a daily driver – dependable and it’s a proven 4WD wagon.

Does the 2.2-litre engine add anything substantial to the mix?

Well, it's better than the 1.9-litre, that's for sure, and there's a lot to like about this MU-X in terms of its off-road capability, driver-assist tech, standard features and all-round driveability. And, while the LS-T lacks the top-shelf polish of the X-Terrain, it’s still an appealing potential purchase.

But the 3.0-litre option is better because while the 2.2L is very effective off-road and general day-to-day driving, it lacks grunt and has to work that much harder and is that much noisier under load than the 3.0-litre in most driving scenarios, including 4WDing.

Spoiler alert - it looks a lot like a five-seat Model Y, doesn’t it, albeit a slightly bigger one. And you’d have to be a bigger Tesla head than me to immediately spot the differences at a glance.

The wheelbase is longer, the rear doors are bigger as are the rear 3/4 panels and the roof line is higher, helping with headroom in the third row.

Still, safe to say if you like the look of the five-seat Model Y, you’ll like this one. And if you hate it, well, good luck.

The alloys are 19-inch and shaded by the aerodynamic caps and there are light bars front and rear which debuted on the updated five-seat Model Y when it arrived mid-last year.

The bigger changes are inside, of course. I promise we’ll get to the second and third rows in the Practicality section, but let’s talk about the look and feel first.

There’s a love/hate relationship with Tesla’s stripped-back aesthetics, and I’m probably somewhere in the middle. I like the airiness of the space in the cabin, and I think it feels nicely put together, and I really dig the contrasting fabric used on the doors and dash which add a little visual interest to the cabin.

But I hate using the central screen to select a gear and I hate not being able to see how fast I’m going without turning my head. A head-up display would work wonders in the Model Y L cabin.

In terms of appearance, the MU-X remains largely unchanged from the most recent iteration. And that’s a good thing. It’s blocky enough to be recognisable but sleek enough to remain inoffensive. Worth noting the door handles, window trims, front fender accents, roof rails, and side steps on the LS-T are gloss black.

Inside, nothing much has changed (other than a newly-introduced idle start/stop button) and, as such, the MU-X retains a low-key familiarity that makes it a comfortable space. Generally, design-wise, the MU-X more than holds its own against the likes of the Toyota LandCruiser Prado and Ford Everest.

Captain’s chairs are simply a more luxurious version of second-row seating. With that there is no argument and the heated and cooled chairs that occupy the second row of the Model Y L are pretty good examples of them.

Space, both knee and headroom, is ample, and you can adjust each seat individually if you want to grant a bit more space to any third row occupants. Armrests deploy at the push of a button — as do the two hidden cupholders — and it really is easy to settle in and get comfy.

The third row is a bit more hit and miss. I’m 175cm and found I had enough legroom and headroom, but the big plastic mouldings that emerge from each side of the Model Y (which house a cupholder) are a miss. They end up pushing you into the seat next to you, and I can foresee a lot of arm rubbing with anything like two adults back there.

Also confusing is how to actually get out of it. You can fold the seat in front of you flat, but then you have to climb over it. I found it easier to just walk out between the seats.

There are another two USB-C ports in the rear row and you get air vents but no temperature controls. 

The Model Y L stretches 4969mm in length, 1668mm in height and 2129mm in width, which is roughly 18cm longer and 4.5cm taller than the five-seat model. The extra space doesn’t sound like that much, but start dropping rows and you find a heap of storage space.

Both the second and third row stow electronically from the boot, but with them in place you’ll find 420 litres of storage in the double-layer boot. Drop the third row, and that number grows to 1076 litres. With the third row folded there is a massive 2423 litres of space. The frunk serves up another 116 litres.

There’s also room (and the ISOFIX attachment points) for four child seats.

The interior has a familiar and practical feel about it and the cabin is an easy space in which to become comfortable. Controls are easy to locate and operate and charging options are numerous – a mix of USB-A, USB-C (front and second row) and 12V.

Storage places include recesses for the bits and pieces from your pockets, a deep-ish centre console, as well as dual cupholders up front, cupholders in the rear fold-down centre armrest and bottle holders in the doors. There are also cupholders either side of the third row.

The MU-X has physical-button options to activate some functions (including to switch on the audio system, to adjust volume and access sat nav).

Seats are comfortable and supportive through all three rows – yes, even the third row is roomy enough to prevent whining from whoever is back there.

My camera guru/photographer/sergeant-at-arms, Glen Sullivan, reminded me that the third-row seats don’t have ISOFIX or top-tether points for child seats. Thanks, mate.

The cargo area is 311 litres with all three rows in use, 1119L with the third row flat and 2138L with the second and third rows stowed away.

The rear cargo area has a cargo cover, tie-down points, a 12V power outlet, a storage space under the rear cargo area floor and a space for tools inside the driver’s side rear cargo wall. The MU-X’s full-size spare (bravo!) is attached to its undercarriage.

The new MU-X with a 2.2-litre, four-cylinder, turbo-diesel engine is available with a 4×2 or 4×4 drivetrain in several variants. Don’t worry, the 3.0-litre is still in the line-up.

Our test vehicle has the 2.2L and, it is priced at $71,400 before on-road costs.

Standard features include a 9.0-inch multimedia touchscreen system with sat-nav, wireless Apple CarPlay and Android Auto, an eight-speaker sound system, eight-way power-adjustable driver’s seat (four-way power-adjustable front passenger seat), heated front seats, a 7.0-inch driver display and 20-inch alloy wheels shod won 265/60R20 Bridgestone 684II HT tyres.

It also has white ambient interior lighting, remote engine start, rear privacy glass, power-folding and heated door mirrors (with side cameras) finished in gloss black, and leather-accented upholstery with grey stitching and synthetic leather on the door trims and centre console.

Exterior paint choices on the MU-X LS-T include 'Mineral White', 'Basalt Black mica', 'Moonstone White pearl', 'Magnetic Red mica', 'Neptune Blue mica', 'Mercury Silver metallic', and 'Obsidian Grey mica'. Anything other than standard Mineral White costs an extra $695.

The Model Y L gets Tesla’s dual-motor AWD powertrain, with two electric motors producing a total 378kW and 590Nm. That’s enough, Tesla says, to knock off the sprint to 100km/h in five seconds flat.

This MU-X has a 2.2-litre, four-cylinder, turbo-diesel engine, producing 120kW at 3600rpm and 400Nm between 1600-2400rpm and it’s matched to an eight-speed automatic transmission.

Worth noting the 3.0L MU-X has a six-speed auto and produces 140kW (at 3600rpm) and 450Nm (1600-2600rpm) while the outgoing 1.9L MU-X has a six-speed auto and produces 110kW (3600rpm) and 350Nm (1800-2600rpm).

While the 3.0-litre has always been unstressed in most driving scenarios – even low-range 4WDing – the 2.2-litre feels underpowered. More about that in the ‘Driving’ section below.

The MU-X has a part-time 4WD system which includes a dual-range transfer case (with high- and low-range 4WD) and a rear diff-lock. The driver is able to shift from 2H (two-wheel drive, high-range) to 4H (4WD high-range) while on the move up to speeds of 100km/h. The diff-lock may only be engaged when the vehicle is in 4L (4WD low-range).

The MU-X also has a switchable terrain mode system which tweaks the engine, transmission and traction control to suit the driving conditions. 'Rough Terrain' mode, like a steroids-enhanced off-road traction control, is king of these modes when you’re off the bitumin.

Tesla is always a little vague when it comes to the size of its batteries, but reports point to the Model Y L carrying a 84Wh (useable) NMC battery.

Whatever the specifics, the range is strong, with Tesla promising a 681km driving range on the WLTP combined (urban/extra-urban) cycle.

It’s also set up for 250kW DC fast charging, which should see you take on 288km in 15 minutes, according to Tesla.

Official combined cycle (urban/extra-urban) fuel consumption for this MU-X is 6.7L/100km. The 1.9L MU-X offers 7.4L/100km while the 3.0L offers 7.6L/100km.

Actual fuel consumption on this test was 8.7L/100km.

The MU-X has an 80-litre fuel tank, so, going by that on-test fuel consumption figure, you should be able to get a driving range of about 920km. But remember, your fuel consumption may be completely different to mine because chances are you'll have friends, family pets, sporting equipment, camping gear, the whole kit and caboodle on board. I've only been carrying vehicle recovery gear, MaxTrax, and a first-aid kit, so I haven't had a huge amount of weight on board.

Honestly, it feels like the Tesla Model Y has grown up. I didn’t love earlier iterations of this car and I found the Performance to be fast but lacking any emotional fizz.

This one, though, feels solid and composed, and the power on tap (of which there is ample) is more about effortless progress than it is attempting to offer sports car excitement.

The steering is now nicely weighted and feels direct enough without being too sharp, and the cabin is well insulated, with often the slightly off-putting sort of rubbing noise the steering wheel makes when you turn it the only intrusive sound.

One drawback is a ride that definitely errs on the side of firm. This Model Y L gets electronic damping designed to iron out some of the more jagged stuff, but it still feels brittle in places, and you can definitely feel some sharpness in the cabin. Now, to be fair, it’s not too firm for me, but it might be for you.

Another is a bizarre turning circle which constantly reminds you you’re driving a big bus, especially when you try to complete a tight three-point turn.

But despite its stretched dimensions, I found the Model Y L easy to drive and park in the city, and once you're up to speed with Tesla's operating system (there's no Apple CarPlay or Android Auto), then the screen is pretty easy to use, too.

Before we launch into the off-roading section of this test, it’s worth noting the MU-X has always been decent on-road; composed, reasonably refined (for a 4WD wagon, anyway) and comfortable. And thankfully, with the 2.2-litre engine, not all of those characteristics have been thrown out the window.

It is quite noisy, especially under pressure when you have to do some heavy acceleration or when you have a bit of gear on board. When it has to work that bit harder than it usually does, it can become quite noisy. Admittedly, the 3.0-litre MU-X is also quite gruff, but there's an edge to the roughness in the 2.2-litre that is very noticeable on road.

This MU-X is quite sluggish off the mark, exhibiting a disconcerting lag under heavy throttle from a standing-start. And it’s far from the most dynamic vehicle to drive. But it has a tractability about it that manages to mostly negate these flaws.

Otherwise, the new eight-speed auto deserves credit as it’s slick and smooth in application and feels right at home in this wagon.

Now to off-roading. The MU-X is still very capable. In fact, even with the 2.2-litre engine, it remains one of the better-performing 4WD wagons straight out of the dealership, in terms of pure off-road capability.

The 3.0-litre MU-X is not the torquiest in this segment, but it offers ample pulling power available across a wide rev range – count on peak torque between 1600rpm and 2400rpm – and it delivers that pulling power in an even-handed fashion. The 2.2-litre MU-X has to work harder than its stablemate, and it’s noisier and harsher.

However, those characteristics don’t take away from how effective this MU-X is because it offers impressive off-road performance. It still has a decent amount of low- and mid-range torque, which makes dirt-road cruising and low-speed 4WDing easy.

The MU-X has part-time 4WD with high- and low-range 4WD gearing, a rear diff lock and overall it retains all of that off-road capability the 3.0-litre MU-X has been renowned for – so you don't lose any efficacy there.

The line-up’s off-road traction control system, which once was a bit patchy in its effectiveness, has gone through a couple of phases and it’s been recalibrated/tweaked over the years and it is much better now.

Of course, the MU-X also has Isuzu’s much-vaunted Rough Terrain mode (a form of early-acting off-road traction control which converts lost grip into torque for the wheels with grip), and it is smooth and effective, giving the driver better overall control in challenging terrain.

Some of this MU-X’s listed off-road angles appear shallower than the 3.0-litre MU-X’s – approach: 23.9 (3.0L = 29.2), departure: 26.4 (3.0L = 26.4) and ramp-over: 19.6 (3.0L = 23.1) – but, even if that is the case, it has very similar driving characteristics in low-speed, low-range four-wheel driving to its 3.0-litre stablemate.

If you drive with control and consideration, you shouldn't have any trouble tackling light to moderate 4WDing in this MU-X. It could even, if push comes to shove, handle challenges that may be considered by some to be on the edge of hard-core 4WDing – for a showroom-standard 4WD wagon anyway.

Ground clearance is 235mm and wading depth is 800mm, so there’s an adequate amount of clearance to work.

The MU-X – with a turning circle of 11.6m and a kerb weight of 2130kg (3.0L = 2185kg) – feels quite nimble on bush tracks.

This wagon’s wheel travel – how far the axle can move up and down relative to the chassis – has more than an adequate amount of flex, stretching its tyres close, if not all the way, to the dirt.

A noticeable trade-off is its 20-inch wheel-and-tyre combination, which is best suited to sealed surfaces and so are far from ideal for dirt-track touring. There’s an easy remedy, though. Buy a set of decent all-terrain tyres on 17- or 18-inch rims to replace the showroom-standard 265/50R20 Highway-Terrain tyres. If you are using your MU-X, avoid dropping pressures too much because you’ll risk sidewall pinches and punctures on these low-profile road tyres.

In terms of packability: the 2.2L MU-X has a listed payload of 670kg, whereas the 3.0L version offers 615kg.

The 2.2L MU-X can legally tow 750kg (unbraked trailer) and 3500kg (braked), so theoretically you can tow the same load as a 3.0-litre MU-X. But, as mentioned, the 2.2-litre engine feels underpowered, even in general day-to-day driving, so with a load and/or towing that’s an added burden.

For reference, the 2.2L MU-X has a listed gross vehicle mass of 2800kg and gross combined mass of 5900kg.

The MU-X has the maximum five-star ANCAP safety rating from testing in July 2022.

Standard safety features include eight airbags - dual front, dual front side, dual full-length curtain, front knee and centre (far-side) - and a comprehensive suite of driver-assist tech including AEB, adaptive cruise control, lane-keep assist, lane departure warning, a digital reversing camera and a tyre-pressure monitoring system.

Remember, the third-row seats do not have ISOFIX or top-tether points for child seats.

Tesla warranty is a these-days-underwhelming five years and unlimited kilometres, while the high-voltage battery is covered for eight years or (a wildly specific) 192,000km.

There’s also five years' of roadside assistance, including puncture repair (a good thing, given the lack of a spare wheel). I also couldn’t find a puncture repair kit and later research suggests Tesla sells them, rather than provides them as standard.

Tesla servicing is condition-based, so there’s no fixed schedule, with a summary on the car’s touchscreen providing a record of when vehicle maintenance was last carried out and prompts for when they should be performed next.

In the absence of a combustion powertrain the emphasis is on things like wheel rotation, balancing and alignment, brake fluid testing, air-con servicing, camera precision, radiator cleaning and high-voltage battery maintenance.

Expecty a ‘Vehicle Health Check’ to come in under $300 with ‘General Diagnosis’ at around $270 per hour.

The MU-X has a six-year/150,000km warranty and seven years of roadside assistance. Unlimited km in the warranty would be welcome.

Service intervals are scheduled for every 12 months or 15,000km, whichever occurs soonest.

Capped price servicing covers the first five scheduled services for MY24 and later vehicle models (up to 5 years/75,000km – whichever occurs first) – at a flat price of $469 for each service.

Isuzu Ute Australia has a nationwide network of more than 160 dealer sites.